Door engine control



L WUQESZ L. P. HYNES DOOR ENGINE CONTROL July 3, 1923.

Filed Feb. 28 1920 2 Sheets-Sheet 1 L. P. HYNES DOOR ENGINE CONTROLFiled Feb. 28 1920 2 Sheets- Sheet 2 h/ Q. pf

m FEET S Patented duty 3, 1%23.

FATE

NT oFFIcE.

LEE IE. HYNES, OF ALBANY, NEW YORK, ASSIGNOR TO CONSOLIDATED GAR-HEATINGCOMPANY, OF ALBANY, NEW YORK, A CORPORATION OF WEST VIRGINIA.

DOOR ENGINE CONTROL.

Application filed February 28, 1920. Serial No. 362,163.

to the following specification and to the ac' .companying drawingsforming a part thereof, wherein- Fig. l is a diagram of my System. Fig.2 shows a modification thereof, and Figs. 3 and 4 illustrate theexternal train line.

My invention relates to the simultaneous operation from one local pointof all the doors throughout a train of two or more cars. The operationof car doors by motors,

-particularly pneumatic motors, has long been customary, and while inmany cases each door has its own individual control by a more or lessdistant valve-handle or electrical push-button, it has long been old toemploy one push-button for two or more tion.

doors in one car, and also to extend train wires through two or morecars of a train so that one man can open or close the doors of theentire train from one local control sta In such cases the controlcircuits of each individual door have been connected to the common trainline, so that the pushing of one control button has the same effect asthe pushing of all the control buttons of the j several motors.

My invention consists, principally in the provision of a local andexternal train line at each station where the trains stop, which trainline can be utilized in turn by each train when it is in the station.That will enable one man to open or close the doors of the entire trainor some fraction thereof, either from inside the train or from outsideof it, e. g. by a doorman standing on the station platform. Bythismeans, I avoid the large expense of installing a train line in everyone of the cars on the road and also avoid the provision of jumpers toconnect from car to car. Moreover, for various desirable results, it isnecessary to have several P. HYNES, a citiwiring necessary tointerconnect the train line with each set of door circuits must beduplicated in every car. By my system the train wire, orv wires need beinstalled at the stations only and the equipment required in each car ismerely a small trolley contact that engages the overhead'suspended trainwlre as the car enters the station. The power required is small, beingusually supplied by a battery, so that but a low voltage and a smalltrolley and Wire are required. Moreover, it is of advantage to have onlythose doors operated which are on cars that are in the station andbeside the platform. By my device the cars which have not reached thestation platform remain out of connection with the overhead train lineand their doors are not opened although the doors on the leading carswhich have reached the platform can be opened and the passengers fromthe rear cars will pass out through them onto the platform. In thedrawings, I have illustrated, in a simple, diagrammatic form, theessential features of my system.

In Fig. 1, A and E represent the two wires of my outside train line at astation. Preferably, I place them over the cars as shown in Figs. 3 and4-, and provide on each car two small trolley contacts X and Y, which,as the car comes into the station, engage the respective overhead wiresA and B. The drawing shows the wiring for three cars, but as they arealike I will refer merely to the wires in the middle car of the three.From the trolleys X. and Y, lines a and 6 lead to the car wires A and Bwhich eX- tend through the car to three doors at the points 1, 2, and 3.At each door the magnet which works the motor valves for doorclosing isindicated at C and the one which works the motor valves for door-openingis indicated at O Suchtwo magnets are provided for each motor, but thearrangements for enabling thecoils to control the door, form no part ofmy present invention and are not shown herein; they may be of anydescription, various arrangements for that purpose being well known. Allof the magnets C are connected to the car wire A and, by the wire a, andtrolley X, to the outside train wire A. Similarly all of; the magnets Oare connected to car wire B and, by wire I) and trolley Y, to the trainwire B. Between each pair of magnets is a ground connection Gr.Obviously, if the train wire A, or the corresponding car wire A which wemay regard as the closing side of the system, is connected at any pointto one terminal of a battery whose opposite terminal is grounded, thecurrent from the battery will flow simultaneously through all of themagnets C to ground and cause the closing of all the doors. Likewise, ifthe battery is connected to wires B and B forming the opening side ofthe system, all of the magnets O will be energized and cause thesimultaneous opening of all the doors. I have shown two points orstations on the car, viz, R and S, at which such battery connections cansometimes be established. At each of these stations the nongroundedterminal of battery 10 is connected to one of the two terminals in eachof the push-buttons C and O, the other two terminals being connectedrespectively to the aforesaid closing and opening sides of the wiringsystem. If button O is pressed, the battery current flows to the closingside of the system and all of the magnets C respond to start the motorsfor closing the doors. If button 0 is pressed the opening side of thesystem will be energized and all of the magnets O will respond to causethe opening of the doors. On the station platform, I have shown asimilar operating station T by which the station battery 10 may beapplied to the wiring system to either open or close all the doors ofthe train simultaneously. By this means, one designated person can, fromany one of these stations R, S, or T, operate the doors of the entiretrain. For example, the station B may be in the vestibule of the car anda train-man may operate the doors; and the station S may be on theoutside of the car so that a guard on the station platform may do it;while the station T may be on a pillar on the platform several feet awayfrom the train, so that the guard can see that the doorways are clearbefore closing the doors. In any case the operating station will belocked by a key in a well known way so that the buttons can only bepushed by an authorized person; that has long been customary in the art.

It should described system of train-door operation does not preclude theoperation of indi vidual doors in the way now customary. Thus, in Fig.2, the buttons at stations U and Z will produce train operation in theway I have described, but at station V the train connection passesthrough the back he understood that the above stops of the buttons O andC so that, if those buttons are not pressed, the door they pertain towill be operated together with the others in the train group. But thatback-stop connection is broken when either of the buttons is pressed andthe front-stop connection, which is established by pressing eithelof thebuttons, will only energize the magnet O or C of the one door to whichthey pertain. Thus while the door can .be operated in the train group,just like the others, yet it can also be operated individually withoutaffecting any other door. One or more of the buttons in a car may beprovided with such a back-stop break to sever them from the train systemfor individual operation. All of the doors may, if desired, be thusequipped for individual operation, and special stations as at U and Z,be arranged on each of the several cars for operation of the traingroup. Or a single station on each car may be equipped like station V,with back-stop breaks, such station being on the outside of the car, sothat if the car or train is'in the train yard or elsewhere away from anoutside train-line, the car can be entered by opening the doors from theoutside.

In Fig. 2, I have also shown the outside train line divided intosections, so that only a part of the train doors may be opened or closedas a group. In this case, the aforesaid wires A and B constitute onesection and the wires J and K the next adjoining section of the trainline. The buttons at T operate, as heretofore described, the doors inwires A and B, while the buttons at station W operate simultaneously thedoors of both sections, and obviously, the arrangement at station Tmight be duplicated but applied to wires J and K to operate only thedoors.

on that section. Other combinations of the fundamental features aboveset forth may be employed.

In the foregoing description, the door circuits referred to arepreferably those for one side of the car which would naturally be thoseon the platform side of the train. The door-circuits for the other sideof the train have separate trolley-contacts X and Y Thus by properlylocating the train wires A and B at each station, only the doors on theplatform side of the train will be operated at the respective stations.

hat I claim as new and desire to secure by Letters Patent is: 1

1. The combination with the door-operating circuits on two or more carsof a train, of a local external train line extending along the said twoor more cars and contacts connecting the said train line with the saidcircuits.

2. The combination with the door operating circuits on two or more carsof a train of a local external train line extending along the said twoor more cars and adapted to be used by several trains in succession, andcontacts for connecting therewith the door operating circuits onsucceeding trains.

8. The combination with the door-open ating circuits on two or more carsof a train, of an external train line extending along the said two ormore cars, contacts for connecting therewith the door-operating circuits on the train, and contacts for con necting said train line with asource of electrical supply.

4. The combination with the door-operating circuits on two or more carsof a train, of an external train line extending along the said two ormore cars, contacts for connecting therewith the said door-operatingcircuits, and contacts outside of the train for connecting said trainline with a source of electrical supply.

5. The combination with the door-operating circuits on two or more carsof a train, of an external train line extending along the said two ormore cars, contacts for connecting therewith thesaid door-operating circuits, a source of electrical supply external to the train, and meansfor connecting said train line and the said external source of supply.

6. The combination with the door-operating circuits on two or more carsof a train,

each divided into two parts for door open-- ing and door closingrespectively, of two external train wires, contacts connecting therespective train wires with the door-opening and the door-closing partsof said door-operating circuits, and contacts for connecting either ofsaid train wires at will, to a source of electrical supply.

7. The combination with the door-open ating circuits on two or more carsof a train, of an external train line extending along the said two ormore cars, local to a station of the railway, and contacts on theseveral cars connected to the said circuits and engaging the said trainline when the train is at the station, and contacts for conmeeting saidtrain line at will with a source of electrical supply.

8. The combination with two or more door-closing circuits on each of twoor more cars of a train, of a car circuit on each car connecting thesaid door-closing circuits on that car and provided with a contactdevice. and an external train wire engaged by said contact device, saidtrain wire extending along the said two or more cars, and means forconnecting said train wire at will to a source of electrical supply.

9. The combination with two sets of dooronerating circuits one for eachof the two sides of the train, of contact devices for the respectivesets, an external train line at a station located so as to engage thecontact device "pertaining to the set on the station side of the train,said train line being of a length approximately corresponding to thelength of the train, a source of electrical supply for said train line,and means for connecting said source of supply through the said trainline to the set of door-operating circuits which is put in communicationwith the train line by the contact device.

10. The combination with the door-operating circuits in two or more carsof a train andmeans for connecting said circuits with a source ofelectrical supply, of a train line divided in sections each sectionbeing connected to a portion of the several door-operating circuits ofthe train, and means for connecting each train-line section at will witha source of electrical supply independently of the first mentionedconnecting mes.

11. The combination with the door-opcrating circuits on two or more carsof a train and means for connecting said circuits with a source ofelectrical supply, of an external station train line divided in sectionsand means at the station for connect ing said sectionsindividually to asource of electrical supply independently of the first mentionedconnecting lines.

12. The combination with the door-operating circuits in two or more carsof a train and means for connecting said circuits with a source ofelectrical supply, of a train line located at a station for connectingthe several circuits and means for connecting an individual circuit tothe source of supply separately from the other circuits.

13. The combination with the door-opcrating circuits in two or more carsof a train, of a train, line normally connecting said circuits, contactsfor connecting said train line at will to a source of electrical supplyand contacts at an individual dooroperating circuit for. disconnectingit from' the train line and connecting it to a source of electricalsupply separately from the other door-operating circuits.

14. The combination with the door-opcrating circuits on two or more carsof a train, of a local train line normally connecting said circuits,means for connecting said train line at will with a source of electricalsupply, and circuit-breaking contacts in the connection between anindividual door-operating circuit and the said train line which contactsare operated by the switch that connects said individual door operatingcircuit to a source of electrical supply.

15. The combination with two or more door-operating circuits on two ormore cars of a train, of a single external conductor extending along thesaid two or more cars and engaged by contact devices l6. The combinationwith two or more. door-operating clrcuits. on different. cars of a trainofa single localconductor outside of the cars, contact devices forconnecting said clrcuits with said conductor, and acircuit controller onthe train for energizing. the said circuits through the sald con-.

ductor.

17.\The combination with two or more door-operating devices on difierentcarsrof a train, of a-single local external conductor extending alongthe two or more cars containingsaid devices, contact means forconnecting the said operating devices to the said localconductorinmultiple, and means for energizing all of the operating devicesthrough the said conductor.

18. The combination with two or more door-operating circuits-0n two ormore cars of a train, of. a normally continuous-outside conductor localto a station, contact devices on the several cars connecting the saidcircuits together in multiple through the said conductor," and meansfor" simultaneously energizing v the said circuits through saidconductor.

Signed at New York, county ofNew York,

. State of'New York, this 26th dayjofFebruary, 1920;

LEE P. HYNES;

